港珠澳大橋：耗資一千二百六十九億元打造的超級工程，為何通車後車流量依舊稀少？

港珠澳大橋全長約五十五公里，橫跨珠江口伶仃洋，將香港、珠海與澳門三地以「橋—島—隧」的複合式結構相連，其中海底沉管隧道分別長達六點七公里及五公里，是全球罕見的跨海巨構。這座被譽為「現代世界七大奇蹟」之一的工程於二〇〇九年動工，二〇一八年正式通車，設計壽命一百二十年，能抵禦十六級颱風與八級地震，充分體現中國在跨海橋樑與深海沉管技術上的領先地位。

興建大橋的初衷，除展示工程實力，更重要的是推動粵港澳大灣區一體化。大橋投入使用後，香港與珠海、澳門的車程由三小時大幅縮短至四十分鐘，理論上可為區域內的物流、旅遊與商貿帶來顯著效率。然而，實際車流卻與預想有明顯落差，主要癥結在於通行制度、成本與客運競爭等多重因素。

首先，三地車輛要上橋必須符合嚴格的雙牌照或配額規定。香港、澳門牌照的私家車若欲進入內地，須同時持有內地臨時車牌；而內地車若要駛入港澳，也需經繁複的審批。有限的配額使得真正能自由穿梭三地的私家車數量寥寥無幾。再加上橋面收費標準不低，小型車單次通行需支付一百五十元人民幣，跨境巴士成本更高，令不少旅客與司機寧可選擇票價較便宜、手續簡單的高速客船或繞行陸路。

此外，大橋開通沒多久便遭逢新冠疫情，長期的出入境防控措施直接削弱跨境人流與物流，橋上車流量更顯冷清。加之三地原本法律、交通規格互異，像是香港左駕、內地右駕的「右上左落」特殊換道設計，也在執行層面造成一定門檻。

儘管目前使用率偏低，港珠澳大橋的戰略意義仍不可低估。隨著大灣區融合縱深發展，若未來能進一步簡化車輛審批和稅費制度，配合智慧通關與陸路貨運集散中心的完善，大橋對區域經濟與交通格局的帶動作用有望逐步浮現。如何在保障安全與管制需求的同時，提升通行便利性、培養客貨流，將是讓這條「世界級走廊」真正發揮價值的關鍵課題。

Hong Kong–Zhuhai–Macao Bridge: A 126.9-Billion-HK-Dollar Mega Project, Yet Why Is Traffic Still Sparse After Opening?

The Hong Kong–Zhuhai–Macao Bridge (HZMB), stretching approximately 55 kilometers across the Lingdingyang Channel of the Pearl River Delta, connects Hong Kong, Zhuhai, and Macao through a complex combination of bridge, artificial islands, and undersea tunnels. Among its features are two subsea immersed tunnels measuring 6.7 km and 5 km respectively—making it one of the world's rare mega sea-crossing structures. Dubbed one of the “Seven Wonders of the Modern World,” the bridge began construction in 2009 and officially opened in 2018. Designed to last 120 years, it can withstand up to a magnitude 8 earthquake and a Category 16 typhoon, demonstrating China’s advanced capabilities in marine bridge and deep-sea tunneling technology.

Beyond showcasing engineering prowess, the bridge was primarily built to promote the integration of the Guangdong-Hong Kong-Macao Greater Bay Area. After its opening, the travel time between Hong Kong and Zhuhai or Macao was drastically reduced from three hours to just 40 minutes. In theory, this should have significantly boosted logistics, tourism, and commercial exchanges within the region. However, actual traffic volume has fallen far short of expectations, due to a combination of regulatory, economic, and competitive challenges.

One of the primary issues lies in the complicated vehicle access system. Cars from Hong Kong and Macao need to obtain temporary mainland license plates to cross, while mainland vehicles also require special permits to enter Hong Kong or Macao. With only limited quotas available, the number of private vehicles truly free to travel across all three regions remains very small. Furthermore, the toll for private cars is relatively high—150 RMB per trip—while cross-border bus operators face even greater costs. This makes ferry services and alternative land routes, which are cheaper and involve less administrative hassle, more appealing to both travelers and drivers.

The bridge’s early years of operation were also severely affected by the COVID-19 pandemic. Border control measures significantly reduced cross-boundary movement of both people and goods, further depressing usage. In addition, the varying legal systems and traffic regulations across the three regions have introduced operational challenges—for example, Hong Kong's left-hand drive versus the mainland's right-hand system, which required a unique "right-in-left-out" lane-switching design, creating another layer of complexity.

Despite the currently low usage rate, the strategic value of the HZMB should not be underestimated. As integration within the Greater Bay Area deepens, simplifying vehicle permit processes and reducing related costs—paired with enhanced smart customs clearance and land-based logistics hubs—could gradually unlock the bridge’s economic and transportation potential. Striking a balance between regulatory oversight and user convenience will be essential to ensuring that this world-class corridor lives up to its promise.